System and method for receiving broadcast content on a mobile platform during international travel

ABSTRACT

A vehicle information system for passenger vehicles, such as automobiles and aircraft, and methods for manufacturing and using same. The vehicle information system includes a universal antenna system and a universal receiver system for receiving viewing content provided by diverse content sources during travel, including international travel. The universal antenna and receiver system provide selected viewing content for distribution throughout the vehicle information system and presentation via one or more passenger interfaces. As the vehicle approaches the coverage region of a selected content source, the vehicle information system automatically reconfigures the universal antenna and receiver system to receive viewing content from the content source without requiring manual adjustment to, or replacement of, the universal antenna system and/or the universal receiver system. Passengers traveling aboard the vehicle thereby can continuously enjoy the viewing content during travel with limited interruption in service and without unwanted travel delays.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to a U.S. provisional patentapplication, Ser. No. 60/625,497, filed on Nov. 5, 2004. Priority to theprovisional application is expressly claimed, and the disclosure of theprovisional application is hereby incorporated by reference in itsentirety.

FIELD

The present invention relates generally to portable information systemsand more particularly, but not exclusively, to passenger entertainmentsystems installed aboard mobile platforms.

BACKGROUND

Passenger vehicles, such as automobiles and aircraft, often provideentertainment systems to satisfy passenger demand for entertainmentduring travel.

Conventional passenger entertainment systems typically include videodisplay systems, such as overhead cabin display systems or seatbackdisplay systems, and audio presentation systems, such as overheadspeaker systems or headphones, for presenting viewing content.Individual controls also can be provided at the passenger seats forselecting viewing content for presentation. Including audio and videomaterials, the viewing content can be derived from a variety of contentsources. For example, prerecorded viewing content, such as motionpictures and music, can be provided by internal sources, such as audioand video players, that are installed in the vehicle. The conventionalpassenger entertainment systems likewise can include antenna andreceiver systems for receiving viewing content, such as live televisionprogramming, transmitted from one or more external content providers (orsources).

Such conventional passenger entertainment systems, however, suffer frommany disadvantages. Installation of conventional passenger entertainmentsystems, for instance, can involve the addition of a significant amountof weight to the vehicle. The fuel economy of the vehicle thereby can beadversely affected. Also, conventional passenger entertainment systemsprovide limited viewing content and limited communications between thevehicle and the external content sources, particularly during travel.

When installed on vehicles, such as aircraft, that travelinternationally, conventional passenger entertainment systems furtherrequire frequent adjustments or changes during travel. If the passengerentertainment system has an antenna system for receiving directbroadcast satellite (DBS) television programming, for example, theantenna system must be adjusted or replaced with a different antennasystem upon entering each new geographic region to receive viewingcontent within the new geographic region. The need to make adjustmentsor changes to the antenna system is not only inconvenient for vehicleoperators, but also to the passengers by disrupting reception of theviewing content and causing unwanted travel delays.

In view of the foregoing, a need exists for an improved passengerentertainment system that overcomes the aforementioned obstacles anddeficiencies of currently-available passenger entertainment systems.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exemplary top-level block diagram illustrating anembodiment of a universal entertainment system wherein the universalentertainment system includes a vehicle information system for receivingand selectably presenting viewing content provided by one or morecontent sources.

FIG. 2A is an exemplary block diagram illustrating an embodiment of theuniversal entertainment system of FIG. 1 in which the vehicleinformation system is installed in an automobile.

FIG. 2B is an exemplary block diagram illustrating an alternativeembodiment of the universal entertainment system of FIG. 1 in which thevehicle information system is installed in an aircraft.

FIG. 3 is an exemplary top-level block diagram illustrating anotheralternative embodiment of the universal entertainment system of FIG. 1,wherein at least one content source comprises a television source forproviding television programming content via a satellite communicationsystem.

FIG. 4 is a detail drawing illustrating exemplary coverage regions for aplurality of satellite communication systems, wherein each coverageregion has one or more contour boundary based upon signal strength.

FIG. 5 is an exemplary top-level block diagram illustrating stillanother alternative embodiment of the universal entertainment system ofFIG. 1, wherein the vehicle information system includes a universalantenna system and a universal receiver system for receiving the viewingcontent from the content source via a satellite communication system.

FIG. 6A is an exemplary block diagram illustrating an embodiment of theuniversal entertainment system of FIG. 5, wherein the vehicleinformation system includes an antenna control system for directing thesatellite communication system toward the satellite communication systemand a down-conversion system for converting the viewing content into aform suitable for distribution throughout the vehicle informationsystem.

FIG. 6B is an exemplary block diagram illustrating an alternativeembodiment of the universal entertainment system of FIG. 6A, wherein theantenna control system directs the satellite communication system towardthe satellite communication system based upon a comparison of vehicleposition data and satellite position data.

FIG. 6C is an exemplary block diagram illustrating another alternativeembodiment of the universal entertainment system of FIG. 6A, wherein theantenna control system directs the satellite communication system towardthe satellite communication system based upon a feedback control signalprovided by the down-conversion system.

FIG. 7 is a detail drawing illustrating an alternative embodiment of thevehicle information system of FIG. 5, wherein the universal receiversystem comprises a plurality of receiver modules for selecting theviewing content to be available for distribution throughout the vehicleinformation system.

FIG. 8A is an exemplary block diagram illustrating representativeprimary functional components of an embodiment of the universal antennasystem of the vehicle information system of FIG. 7.

FIG. 8B is a detail drawing illustrating an alternative embodiment ofthe universal antenna system of FIG. 8A, wherein the universal antennasystem is configured for installation aboard an aircraft.

FIG. 8C is an exemplary block diagram illustrating another alternativeembodiment of the universal antenna system of FIG. 8A, wherein theuniversal antenna system is configurable to receive oppositely-polarizeddirect broadcast satellite (DBS) signals.

FIGS. 9A-C illustrate a method for calibrating the universal antennasystem and the universal receiver system for receiving the viewingcontent from a preselected satellite communication system.

FIG. 10A is an exemplary block diagram illustrating an embodiment of anantenna control system for the universal antenna system of FIG. 7.

FIG. 10B is a detail drawing illustrating an alternative embodiment ofthe antenna control system of FIG. 10A, wherein the antenna controlsystem includes an axis control system.

FIG. 11A is an exemplary block diagram illustrating representativeprimary functional components of an embodiment of the universal receiversystem of the vehicle information system of FIG. 7.

FIG. 11B is a detail drawing illustrating an alternative embodiment ofthe universal receiver system of FIG. 11A, wherein the universalreceiver system includes a plurality of tuner systems for selecting thereceived viewing content for distribution within, and presentation by,the vehicle information system.

FIG. 12 is an exemplary block diagram illustrating an embodiment of thevehicle information system of FIG. 7, wherein the vehicle informationsystem is configured for distributing the viewing content to passengerseats within the aircraft.

FIG. 13A is an exemplary block diagram illustrating another alternativeembodiment of the vehicle information system of FIG. 5, wherein viewingcontent from selected content providers on selected channels of thevehicle information system.

FIG. 13B is an exemplary block diagram illustrating an alternativeembodiment of the vehicle information system of FIG. 1 3A, wherein theviewing content from the selected content providers continues to beprovided on the selected channels as the vehicle information systemtravels between coverage regions of satellite communication systems.

FIG. 14 is a detail drawing illustrating another alternative embodimentof the vehicle information system of FIG. 5, wherein the vehicleinformation system can present viewing content indicia associated withthe viewing content via the passenger interfaces.

FIG. 15 is an exemplary block diagram illustrating another alternativeembodiment of the universal entertainment system of FIG. 5, wherein atleast one content source includes an advertising content source forproviding advertising content to the vehicle information system.

It should be noted that the figures are not drawn to scale and thatelements of similar structures or functions are generally represented bylike reference numerals for illustrative purposes throughout thefigures. It also should be noted that the figures are only intended tofacilitate the description of the preferred embodiments of the presentinvention. The figures do not describe every aspect of the presentinvention and do not limit the scope of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Since currently-available entertainment systems require periodicadjustment during travel through diverse geographical regions, auniversal entertainment system for providing reception of viewingcontent with limited interruption in service during international travelcan prove desirable and provide a basis for a wide range ofentertainment system applications, such as passenger entertainmentsystems for use on aircraft and other types of vehicles. This result canbe achieved, according to one embodiment disclosed herein, by employinga universal entertainment system 100 as shown in FIG. 1.

The universal entertainment system 100 illustrated in FIG. 1 includesone or more content sources 200 and at least one vehicle informationsystem 300. Each content source 200 provides viewing content 210 and hasa predetermined coverage region 220. When the vehicle information system300 is within the coverage region 220 of a selected content source 200,the vehicle information system 300 can receive the viewing content 210provided by the selected content source 200. The vehicle informationsystem 300 can pass through the coverage regions 220 of more than one ofthe content sources 200 during travel, particularly during internationaltravel. For example, the vehicle information system 300 is shown asbeing within the coverage region 220A of the content source 200A and asreceiving viewing content 210A. The vehicle information system 300 cansubsequently leave the coverage region 220A of the content source 200Aand/or enter the coverage region 220B of the content source 200B. Ifleaving the coverage region 220A and entering the coverage region 220B,the vehicle information system 300 advantageously can automaticallyswitch from receiving the viewing content 210A to receiving the viewingcontent 210B with limited interruption in service.

Each content source 200 can be provided in any conventional manner, suchas via one or more hardware components and/or software components, andcan be disposed proximately to, and/or remotely from, the vehicleinformation system 300. For example, the content source 200 can beprovided in the manner set forth in the co-pending United States patentapplications, entitled “SYSTEM AND METHOD FOR DOWNLOADING FILES,” Ser.No. 10/772,565, filed on Feb. 4, 2004; entitled “SYSTEM AND METHOD FORMANAGING CONTENT ON MOBILE PLATFORMS,” Ser. No. 11/123,327, filed on May6, 2005; and entitled “PORTABLE MEDIA DEVICE AND METHOD FOR PRESENTINGVIEWING CONTENT DURING TRAVEL,” Ser. No. 11/154,749, filed on Jun. 15,2005, which are assigned to the assignee of the present application andthe respective disclosures of which are hereby incorporated herein byreference in their entireties.

The viewing content 210 can comprise any suitable type of viewingcontent 210, such as stored (or time-delayed) viewing content and/orlive (or real-time) viewing content, in the manner set forth in theabove-referenced co-pending United States patent applications, entitled“SYSTEM AND METHOD FOR DOWNLOADING FILES,” Ser. No. 10/772,565, filed onFeb. 4, 2004, and entitled “PORTABLE MEDIA DEVICE AND METHOD FORPRESENTING VIEWING CONTENT DURING TRAVEL,” Ser. No. 11/154,749, filed onJun. 15, 2005. As desired, the viewing content 210 can includegeographical information in the manner set forth in U.S. Pat. No.6,661,353, entitled “METHOD FOR DISPLAYING INTERACTIVE FLIGHT MAPINFORMATION,” which is assigned to the assignee of the presentapplication and the disclosure of which is hereby incorporated herein byreference in its entirety. In addition to entertainment content, such aslive satellite television programming and/or live satellite radioprogramming, the viewing content 210 preferably can include two-waycommunications such as real-time Internet access and/ortelecommunications in the manner set forth in U.S. Pat. No. 5,568,484,entitled “TELECOMMUNICATIONS SYSTEM AND METHOD FOR USE ON COMMERCIALAIRCRAFT AND OTHER VEHICLES,” which is assigned to the assignee of thepresent application and the disclosure of which is hereby incorporatedherein by reference in its entirety.

Being configured to receive the viewing content 210 from the contentsources 200, the vehicle information system 300 can communicate with thecontent sources 200 in any conventional manner, preferably via wirelesscommunications. Turning to FIGS. 2A-B, the vehicle information system300 is illustrated as being associated with a vehicle 400 and cancomprise any suitable type of mobile conventional entertainment system,such as a passenger entertainment system, in the manner set forth in theabove-referenced co-pending U.S. patent applications, entitled “SYSTEMAND METHOD FOR DOWNLOADING FILES,” Ser. No. 10/772,565, filed on Feb. 4,2004, and entitled “PORTABLE MEDIA DEVICE AND METHOD FOR PRESENTINGVIEWING CONTENT DURING TRAVEL,” Ser. No. 11/154,749, filed on Jun. 15,2005, as well as the co-pending U.S. patent application, entitled“SYSTEM AND METHOD FOR PRESENTING HIGH-QUALITY VIDEO TO PASSENGERS ON AMOBILE PLATFORM,” Ser. No. 60/673,171, filed on Apr. 19, 2005, thedisclosure of which is hereby incorporated herein by reference in itsentirety.

The vehicle information system 300 preferably is configured to beinstalled on a wide variety of vehicles 500. Exemplary types of vehiclescan include an automobile 410 (shown in FIG. 2A), an aircraft 420 (shownin FIG. 2B), a bus, a recreational vehicle, a boat, and/or a locomotive,without limitation. If installed on an aircraft 420 as illustrated inFIG. 2B, for example, the vehicle information system 300 can comprise aconventional aircraft passenger in-flight entertainment system, such asthe Series 2000, 3000, eFX, and/or eX2 in-flight entertainment system asmanufactured by Panasonic Avionics Corporation (formerly known asMatsushita Avionics Systems Corporation) of Lake Forest, Calif.

As shown in FIGS. 2A-B, the vehicle information system 300 includes anantenna system 340 and a transceiver system 350 for receiving theviewing content 210 from the content sources 200. The antenna system 340preferably is disposed outside the vehicle 400, such as an exteriorsurface 440 of a fuselage 430 of the aircraft 420. The vehicleinformation system 300 likewise can include at least one conventionalserver system 310. Configurable in any suitable manner, including as acentral server system and/or a distributed server system, the serversystem 310 can include an information system controller 312 (shown inFIG. 7) for providing overall system control functions for the vehicleinformation systems 300 and/or at least one media (or file) serversystem 314 (shown in FIG. 12) for storing preprogrammed content and/orthe received viewing content 210, as desired. The server system 310 caninclude, and/or communicate with, one or more conventional peripheralmedia storage systems (not shown), including optical media devices, suchas a digital video disk (DVD) system and/or a compact disk (CD) system,and or magnetic media systems, such as a video cassette recorder (VCR)system and/or a hard disk drive (HDD) system, of any suitable kind, forstoring preprogrammed content and/or the received viewing content 210.

One or more passenger interfaces 320 are provided for selectingpreprogrammed content and/or the received viewing content 210 and forpresenting the selected preprogrammed content and/or viewing content210. As desired, the passenger interfaces 320 can comprise conventionalpassenger interfaces and can be provided in the manner set forth in theabove-referenced co-pending U.S. patent application, entitled “PORTABLEMEDIA DEVICE AND METHOD FOR PRESENTING VIEWING CONTENT DURING TRAVEL,”Ser. No. 11/154,749, filed on Jun. 15, 2005. Each passenger interface320 can include a video interface system and/or an audio interfacesystem. Overhead cabin display systems 322 (shown in FIG. 12) withcentral controls, seatback display systems 324 (shown in FIG. 12) withindividualized controls, crew display panels 323 (shown in FIG. 12),and/or handheld presentation systems 326 (shown in FIG. 12) areexemplary video interface systems; whereas, illustrative conventionalaudio interface systems can be provided via the handheld presentationsystems 326 and/or headphones 328 (shown in FIG. 12). Passengers (notshown) who are traveling aboard the vehicle 400 thereby can enjoy thepreprogrammed content and/or the received viewing content 210 duringtravel.

The antenna system 340 and the transceiver system 350 of the vehicleinformation system 300 is illustrated in FIGS. 2A-B as communicatingwith the server system 310 and the passenger interfaces 320 via adistribution system 330. The distribution system 330 can be provided inany conventional manner and is configured to support any conventionaltype of communications, including wired communications and/or wirelesscommunications, as set forth in the above-referenced co-pending U.S.patent application, entitled “PORTABLE MEDIA DEVICE AND METHOD FORPRESENTING VIEWING CONTENT DURING TRAVEL,” Ser. No. 11/154,749, filed onJun. 15, 2005. Preferably being distributed via high-speed datacommunications, the preprogrammed content and/or the received viewingcontent 210 can be distributed throughout the vehicle information system300 in any suitable manner, including in the manner set forth in U.S.Pat. Nos. 5,596,647, 5,617,331, and 5,953,429, each entitled “INTEGRATEDVIDEO AND AUDIO SIGNAL DISTRIBUTION SYSTEM AND METHOD FOR USE ONCOMMERCIAL AIRCRAFT AND OTHER VEHICLES,” the disclosures of which arehereby incorporated herein by reference in their entireties.

Turning to FIG. 3, the content source preferably provides viewingcontent 210 to the vehicle information system 300 via one or moresatellite communication systems 250, such as a Ku-Band satellitecommunication system. For example, if the satellite communication system250 comprises a direct broadcast satellite (DBS) television system, theviewing content 210 can include real-time (or live) televisionprogramming content 210′ provided by one or more television sources 230as illustrated in FIG. 3. Each television source 230 can comprise aregional television content provider, such as an established televisionnetwork and/or a provider of specialized television programming, thatprovides at least one channel of television programming content 210′ toresidences 240 within a selected geographical region. In addition toproviding the television programming content 210′ to the residences 240via one or more broadcast television systems 232 and/or cable televisionsystems 234, the television source 230 likewise can provide thetelevision programming content 210′ to an uplink system 236 fordistribution via at least one satellite communication system 250, eachcomprising one or more satellites (not shown).

By distributing the television programming content 210′ via thesatellite communication system 250, the television programming content210′ can be provided with digital quality video and audio. For example,the uplink system 236 can convert the television programming content210′ into a digital format, such as a Moving Picture Experts Group(MPEG-1, MPEG-2, MPEG-4) transport stream, and broadcast via DigitalVideo Broadcasting (DVB) satellite television programming. Thetelevision programming content 210′ thereby can be provided throughoutthe broad coverage region 220 (shown in FIG. 1) of the satellitecommunication system 250. As shown in FIG. 4, exemplary coverage regions220 can include Australia, Europe, Middle East, Africa, Asia, Japan,Latin America, South America, and/or North America, in whole and/or inpart.

The exemplary coverage regions 220 illustrated in FIG. 4 can include oneor more coverage regions 220 that are substantially separate (or do notoverlap) and/or one or more coverage regions 220 that at least partiallyoverlap. For example, the coverage regions 220W and 220X are shown inFIG. 4 as being substantially separate coverage regions 220; whereas,the coverage regions 220Y and 220Z are illustrated as being at leastpartially overlapping coverage regions 220. Each coverage region 200likewise can have at least one contour boundary 222 based upon signalstrength (or signal power level). It will be appreciated that the signalstrength of the television programming content 210′ (shown in FIG. 3)decreases as the distance from the relevant satellite communicationsystem 250 (shown in FIG. 3) increases. The coverage region 220X, forinstance, is shown as having two illustrative contour boundaries 222A,222B, wherein the minimum power level of the television programmingcontent 210′ within the smaller contour boundary 222A is greater thanthe minimum power level of the television programming content 210′within the larger contour boundary 222B.

Returning to FIG. 3, the vehicle information system 300 can beconfigured to receive, and selectably present, the viewing content 210provided via the satellite communication systems 250. As shown in FIG.3, the viewing content 210 available to the vehicle information system.300 can include the television programming content 210′. The vehicleinformation system 300 thereby can advantageously utilize existingsatellite communication systems 250 that currently are used to providethe television programming content 210′ to the residences 240.Therefore, passengers can enjoy digital-quality television programmingcontent 210′ during travel, including international travel, that isbased upon the same television programming content 210′ that isavailable in their homes.

As desired, the television programming content 210′ can include“free-to-air” (or unencrypted) content and/or premium (or encrypted)content. “Free-to-air” content is television programming content 210′that is not encrypted and that is broadcast free of charge to viewerswithin selected geographical regions, such as Europe and Middle East;whereas, premium content is encrypted content that is available forviewing upon payment of a fee to the television source 230. In themanner set forth in the above-referenced co-pending U.S. patentapplications, entitled “SYSTEM AND METHOD FOR DOWNLOADING FILES,” Ser.No. 10/772,565, filed on Feb. 4, 2004, and entitled “PORTABLE MEDIADEVICE AND METHOD FOR PRESENTING VIEWING CONTENT DURING TRAVEL,” Ser.No. 11/154,749, filed on Jun. 15, 2005, the passenger interfaces 320(shown in FIGS. 2A-B) can be separated into a plurality of interfacegroups. Illustrative interface groups can include types of passengerseat groups 360 (shown in FIG. 12) and/or types of passenger groupsaboard the vehicle 400 (shown in FIGS. 2A-B).

If the passenger interfaces 320 are associated with types of passengerstraveling on board the vehicle 400, such as vehicle crew, premium-class(or first-class) passengers, business-class passengers, and/oreconomy-class (or coach-class) passengers, the functionality of thepassenger interfaces 320 within each interface group can be the same as,and/or differ from, the functionality of the passenger interfaces 320within the other interface groups. As desired, the functionality of aselected passenger interface 320 can include the variety of viewingcontent 210 made available by the vehicle information system 300 to theselected passenger interface 320 for selection and presentation. Forexample, the passenger interfaces 320 associated with first-classpassengers may permitted to select and view the “free-to-air” (orunencrypted) content and the premium (or encrypted) content; whereas,the passenger interfaces 320 associated with the-coach-class passengerscan be limited to selections from the “free-to-air” content. Coach-classpassengers can be permitted to access and view other “free-to-air”content and/or the premium content for a fee.

An illustrative embodiment of the vehicle information system 300 isshown in FIG. 5 wherein the antenna system 340 and the transceiversystem 350 respectfully comprise a universal (or multi-regional) antennasystem 500 and a universal receiver system 700. Preferably beingdisposed under, and protected by, a radome 510 (shown in FIG. 8A), theuniversal antenna system 500 can be configured to receive the viewingcontent 210 in the manner set forth above and communicates with theuniversal receiver system 700 via an antenna interface system 600.Operating under the control of the server system 310 (shown in FIGS.2A-B), the antenna interface system 600 can exchange interface statusand control data 218 with the information system controller 312 (shownin FIG. 7) via the distribution system 330. The information systemcontroller 312 thereby can provide instruction for controlling theoperation of the universal antenna system 500 via the interface statusand control data 218, and the antenna interface system 600, uponreceiving the interface status and control data 218, can execute theinstruction to control the universal antenna system 500 in accordancewith the instruction provided by the information system controller 312.

For example, as the vehicle 400 (shown in FIGS. 2A-B) and, therefore,the vehicle information system 300 approach and/or enter the coverageregion 220 (shown in FIG. 1) of a relevant satellite communicationsystem 250, the information system controller 312 can provide interfacestatus and control data 218 for reconfiguring the universal antennasystem 500 to communicate with the satellite communication system 250.Upon receiving the interface status and control data 218, the antennainterface system 600 can reconfigure the universal antenna system 500.The universal antenna system 500 thereby can automatically begin toreceive the viewing content 210, such as the television programmingcontent 210′, from the satellite communication system 250 as the vehicleenters the associated coverage region 220. As desired, the universalantenna system 500 can maintain communication with the satellitecommunication system 250, and continues to receive the viewing content210, while the vehicle 400 remains within the associated coverage region220.

The antenna control data 290 likewise can include steering data forcontrolling the physical positioning of the universal antenna system500. The antenna interface system 600 thereby can continuously directthe universal antenna system 500 toward the satellite communicationsystem 250 as the vehicle 400 passes through the associated coverageregion 220. Further, the configuration of the universal antenna system500 can be updated, as desired, during travel. The antenna interfacesystem 600, for instance, can reconfigure the universal antenna system500 for communicating with another satellite communication system 250 asthe vehicle information system 300 subsequently approaches and/or entersthe coverage region 220 of the other another satellite communicationsystem 250. The universal antenna system 500 thereby can continuouslyreceive the viewing content 210 during travel and provide the receivedviewing content 210 to the antenna interface system 600. As desired,antenna power 298 (shown in FIGS. 11A-B) can be provided to theuniversal antenna system 500 through the antenna interface system 600.

Upon receiving the received viewing content 210, the antenna interfacesystem 600 can provide the received viewing content 210 to the universalreceiver system 700. As desired, the antenna interface system 600 canpreprocess the received viewing content 210 in any conventional mannerand provide the preprocessed viewing content 210 to the universalreceiver system 700. Illustrative preprocessing operations can includeamplification and/or down-conversion of the received viewing content 210without limitation. The antenna interface system 600 thereby can convertthe received viewing content 210 into the preprocessed viewing content210 that is suitable for distribution throughout the vehicle informationsystem 300 without significant signal degradation.

The universal receiver system 700 can receive the viewing content 210,including the received viewing content and/or the preprocessed viewingcontent 210, from the antenna interface system 600 and provide theviewing content 210 to the distribution system 330 for distributionthroughout within the vehicle information system 300. In the manner setforth above with reference to the antenna interface system 600, theuniversal receiver system 700 preferably operates under the control ofthe server system 310, exchanging receiver status and control data 216with the information system controller 312 via the distribution system330. The information system controller 312 thereby can configure theuniversal receiver system 700 to process the viewing content 210, asdesired. For example, the universal receiver system 700 can selectappropriate portions of the viewing content 210 for distributionthroughout the vehicle information system 300 and presentation via thepassenger interfaces 320 (shown in FIGS. 2A-B). The vehicle informationsystem 300 thereby can advantageously receive and selectably present theviewing content 210 continuously during travel through one or morecoverage regions 220 with limited interruption in service.

In the manner discussed in more detail above with reference to FIG. 5,the vehicle information systems 300 of FIGS. 6A-C are shown beingconfigured to receive and selectably present the viewing content 210,including the television programming content 210′, via the satellitecommunication system 250. As the vehicle 400 (shown in FIGS. 2A-B) and,therefore, the vehicle information system 300 approach and/or entercoverage region 220 (shown in FIG. 1) of the satellite communicationsystem 250, the antenna interface system 600 configures the universalantenna system 500 for receiving the television programming content210′. For example, the antenna interface system 600 can receive theantenna control data 290 for directing the universal antenna system 500toward the satellite communication system 250 as set forth above. Theuniversal antenna system 500 thereby can communicate with the satellitecommunication system 250 upon entering, and during passage through, thecoverage region 220 of the satellite communication system 250.

Turning to FIG. 6A, the antenna interface system 600 includes an antennacontrol system 610 for initiating and/or maintaining communicationbetween the universal antenna system 500 and the satellite communicationsystem 250. The antenna control system 610 can comprise any conventionaltype of antennal controller and can direct the universal antenna system500 toward the satellite communication system 250 in any suitablemanner. Operating under the control of the server system 310 (shown inFIGS. 2A-B), the antenna control system 610 shown in FIG. 6A canexchange antenna status and control data 218A with the informationsystem controller 312 (shown in FIG. 7) via the distribution system 330.

The antenna status and control data 218A can include, for example,positional instruction for directing the universal antenna system 500and/or reception instruction for establishing one or more receptioncharacteristics, such as a frequency range and/or a signal polarity, ofsignals to be received by the universal antenna system 500. Uponreceiving the antenna status and control data 218A, the antennainterface system 600 can configure the universal antenna system 500 inaccordance with the instruction provided by the information systemcontroller 312. The information system controller 312 thereby canconfigure and control the universal antenna system 500 via the antennastatus and control data 218A.

As illustrated in FIG. 6A, the antenna status and control data 218A caninclude satellite position data 294 for directing the universal antennasystem 500. The antenna control system 610 likewise is shown asreceiving vehicle position data 292. The vehicle position data 292 isassociated with a geographical position of the vehicle 400 (shown inFIGS. 2A-B) and, therefore, the vehicle information system 300; whereas,the satellite position data 294 includes positional informationregarding the satellite communication system 250. Upon receiving vehicleposition data 292 and the satellite position data 294, the antennacontrol system 610 can compare the vehicle position data 292 and thesatellite position data 294 to provide antenna control data 290 fororienting the universal antenna system 500. The antenna control system610 can monitor the vehicle position data 292 in real-time and adjustthe orientation of the universal antenna system 500, as desired.Thereby, the antenna control system 610 can provide an open-loop systemfor orienting the universal antenna system 500 and maintainingcommunication between the universal antenna system 500 and the satellitecommunication system 250 during travel.

The universal antenna system 500 thereby continually is directed towardthe satellite communication system 250 regardless of the position and/ororientation of the vehicle 400. Advantageously, the antenna controlsystem 610 can maintain communication between the universal antennasystem 500 and the satellite communication system 250 without requiringfeedback, such as a signal strength determination, from the universalreceiver system 700. To further ensure the pointing accuracy of theuniversal antenna system 500, the antenna control system 610 can employpredictive algorithms, such as advanced second-order pointingalgorithms, for directing the universal antenna system 500 toward thesatellite communication system 250 as the vehicle 400 enters, and passesthrough, the associated coverage region 220 (shown in FIG. 1). Suchpredictive algorithms can prove to be beneficial for maintaining thepointing accuracy of the universal antenna system 500, particularly whenthe vehicle 400 experiences high rates of turn.

Since most travel involves travel in substantially straight lines, atypical predictive algorithm can predict a future position of thevehicle 400 (shown in FIGS. 2A-B) via calculations based upon priorvehicle position data 292 of the vehicle 400. During high rates of turn,however, the predictive algorithm preferably examines rate of changedata (not shown) regarding the position of the vehicle 400 to predict afuture position of the vehicle 400. The antenna control system 610thereby can direct the universal antenna system 500 toward the satellitecommunication system 250 based upon the rate of position change datawhile the vehicle 400 continues to experience the high rate of turn.After the turn, the predictive algorithm can return to predicting thefuture position of the vehicle 400 via the calculations based upon theprior vehicle position data 292, and the antenna control system 610 makeany correction to the orientation of the universal antenna system 500.The antenna control system 610 thereby can maintain the pointingaccuracy of the universal antenna system 500 during travel even if thevehicle 400 experiences high rates of turn.

The vehicle position data 292 and the satellite position data 294 can beprovided in any conventional manner. As illustrated in FIG. 6A, vehicleposition data 292 can be provided by a vehicle position system 620, suchas a Global Positioning Satellite (GPS) system and/or an InertialReference System (IRS). Similarly, the satellite position data 294 caninclude ephemeras data for the satellite communication system 250 asstored by the server system 310 (shown in FIGS. 2A-B) and provided tothe antenna control system 610 via the distribution system 330. Theserver system 310 preferably includes a database system 316 (shown inFIG. 7) for storing and maintaining the satellite position data 294 fora plurality of preselected satellite communication systems 250. Theserver system 310 can store ephemeras data for any predetermined numberof satellite communication systems 250, as desired.

The preselected satellite communication systems 250, for example,include at least one satellite communication system 250 having anassociated coverage region 220 (shown in FIG. 1) through which thevehicle 400 expected to enter, and/or traverse, during travel. Thedatabase system 316 preferably comprises a complete database ofinformation for each satellite communication system 250 within theexpected region of travel for the vehicle 400. Illustrative databaseinformation can include the satellite position data 294, an associatedcoverage region 220, transponder frequency data, signal polarizationdata, symbol rate data, video and/or audio program identification (PID)data, electronic program guide (EPG) data, forward error correction(FEC) data, and/or Program Clock Reference PID (PCR-PID) data duringsatellite handoff operations, without limitation. For each satellitecommunication system 250, the database system 316 can store at least onecontour boundary 222 (shown in FIG. 4) that is based upon a preselectedsignal strength (or signal power level). For instance, the contourboundary 222 can approximate a coverage region having a contour boundary222 with an Effective Isotropic Radiated Power (EIRP) of approximately−48 dBW for each relevant satellite communication system 250.

To help ensure that the universal antenna system 500 is directed toward,and configured to communicate with, the relevant satellite communicationsystem 250, the antenna control system 610 continuously monitors thevehicle position data 292 in real time and, as needed, provides controldata 290 for adjusting the orientation of the universal antenna system500 as needed. As shown in FIG. 6B, the satellite position data 294likewise can be provided by the universal antenna system 500. If thesatellite communication system 250 includes a geostationary satellite,for example, the satellite position data 294 can comprise a fixedgeographical location of the satellite communication system 250. Asdesired, the antenna control system 610 likewise can provide theinformation system controller 312 (shown in FIG. 7) with antenna statusdata, the satellite position data 294, and/or the vehicle position data292 via the antenna status and control data 218A.

Upon receiving the antenna status data and control data 218A from theantenna control system 610, the information system controller 312 cancompare the vehicle position data 292 with the appropriate contourboundary 222 for the relevant satellite communication system 250. Theinformation system controller 312 thereby can provide suitable antennacontrol data for directing the universal antenna system 500. If thevehicle position data 292 remains within the appropriate contourboundary 222 for the current satellite communication system 250, theinformation system controller 312 can provide antenna control data fordirecting the universal antenna system 500 toward the current satellitecommunication system 250.

Similarly, the information system controller 312 can provide antennacontrol data for directing the universal antenna system 500 toward adifferent satellite communication system 250 when the vehicle positiondata 292 approaches the contour boundary 222 of the current satellitecommunication system 250. The different satellite communication system250 preferably has a coverage region 220 through which the vehicle 400expected to enter upon leaving the coverage region 220 of the currentsatellite communication system 250. If the vehicle 400 is not within therange of another satellite communication system 250, the informationsystem controller 312 preferably provides antenna control data forcontinuing to direct the universal antenna system 500 toward the currentsatellite communication system 250 until the vehicle 400 enters therange of another satellite communication system 250.

As desired, the information system controller 312 likewise can monitorsignal strength data associated with the received viewing content 210.The signal strength data can be provided by the universal receiversystem 700 and communicated to the information system controller 312 viathe receiver status and control data 216. The information systemcontroller 312 thereby can be configured to continuously monitor thesignal strength data of the received viewing content 210, preferably inconjunction with the vehicle position data 292. Thereby, if the signalstrength data indicates that the signal strength of the received viewingcontent 210 is below a predetermined signal strength level as thevehicle position data 292 approaches the contour boundary 222 of thecurrent satellite communication system, the information systemcontroller 312 can determine that the vehicle 400 is traveling beyondthe range of the current satellite communication system 250. Theinformation system controller 312 therefore can provide antenna controldata for directing the universal antenna system 500 toward a differentsatellite communication system 250 or, if the vehicle 400 is not withinthe range of another satellite communication system 250, the currentsatellite communication system 250 in the manner set forth above.

Illustrative antenna control data can include antenna azimuth data,antenna elevation data, and/or antenna polarization data for directingthe universal antenna system 500 toward the appropriate satellitecommunication system 250. The information system controller 312 canprovide the antenna control data to the satellite communication system250 via the antenna status and control data 218A. The antenna controlsystem 610 can receive the antenna control data and can orient theuniversal antenna system 500 in accordance with the antenna controldata. The universal antenna system 500 thereby can be continuouslydirected toward, and configured to communicate with, the relevantsatellite communication system 250.

As desired, the antenna control system 610 can employ feedback fororienting the universal antenna system 500 toward the satellitecommunication system 250. The antenna control system 610 can comprise aconventional feedback control system and is illustrated in FIG. 6C asreceiving an antenna status signal 296, derived from signals, such asthe composite signals 260 (shown in FIG. 8A), as received from thesatellite communication system 250. For example, the antenna statussignal 296 can represent a signal strength of the composite signals 260as received by the universal antenna system 500. Illustrative antennacontrol systems that employ feedback signals to direct antenna systemsare disclosed in U.S. Pat. No. 5,790,175, entitled “AIRCRAFT SATELLITETELEVISION SYSTEM FOR DISTRIBUTING TELEVISION PROGRAMMING DERIVED FROMDIRECT BROADCAST SATELLITES,” issued to Sklar et al.; and U.S. Pat. No.6,208,307, entitled “AIRCRAFT IN-FLIGHT ENTERTAINMENT SYSTEM HAVINGWIDEBAND ANTENNA STEERING AND ASSOCIATED METHODS,” issued to Frisco etal. The antenna control system 610 thereby can initialize and/ormaintain the communication between the universal antenna system 500 andthe satellite communication system 250.

Returning to FIG. 6A, the antenna interface system 600 likewise isillustrated as including a down-conversion system 630 for converting theviewing content 210 into converted viewing content 212 that is suitablefor use with the vehicle information system 300. For example, thesatellite communication system 250 transmits the viewing content 210within a predetermined first frequency band defined for conventionalsatellite communications. Upon receiving the viewing content 210 withinthe first frequency band, the down-conversion system 630 can convert theviewing content 210 into the converted viewing content 212 having asecond frequency band that is compatible with the vehicle informationsystem 300. Stated somewhat differently, the down-conversion system 630can convert the viewing content 210 having a first band (or “block”) offrequencies into the converted viewing content 212 having a second band(or “block”) of frequencies, which typically comprises lower frequenciesthat the frequencies associated with the first frequency band. Theconverted viewing content 212 thereby can be distributed throughout thevehicle information system 300 without significant signal degradation.Preferably being disposed adjacent to the universal antenna system 500,the down-conversion system 630 provides the converted viewing content212 to the universal receiver system 700, which may be disposed distallyfrom the universal antenna system 500.

The universal receiver system 700 receives the converted viewing content212 and includes one or more output ports (or viewing channels) 714 forproviding preselected portions of the converted viewing content 212 asoutputted viewing content 214. Including audio and/or video content fromthe viewing content 210, the outputted viewing content 214 can beprovided in any conventional content format, including any analog and/ordigital format, and preferably is multicast to the distribution system330 as streamed viewing content by the output ports 714 substantially inreal-time. Operating under the control of the server system 310 (shownin FIGS. 2A-B), the universal receiver system 700 can exchange receiverstatus and control data 216 with the information system controller 312(shown in FIG. 7) via the distribution system 330. The server system 310thereby can configure the universal receiver system 700 to select theappropriate portions of the converted viewing content 212 to be providedas the outputted viewing content 214 for each output port 714 of theuniversal receiver system 700. FIG. 6A shows the output ports 714 of theuniversal receiver system 700 as being in communication with thedistribution system 330 such that the outputted viewing content 214 canbe distributed throughout the vehicle information system 300. Therefore,in the manner discussed in more detail above, the passenger interfaces320 (shown in FIGS. 2A-B) can select the outputted viewing content 214for presentation and can present the selected viewing content 214, asdesired.

In the manner discussed above with reference to FIG. 3, for example, theviewing content 210 can include the television programming content 210′.When the vehicle information system 300 is within the coverage region220 of the satellite communication system 250, the antenna controlsystem 610 orient the universal antenna system 500 toward the satellitecommunication system 250 such that communication between the universalantenna system 500 and the satellite communication system 250 ismaintained. The universal antenna system 500 thereby can receive theviewing content 210, including the television programming content 210′,and provide the television programming content 210′ to thedown-conversion system 630. Upon receiving the television programmingcontent 210′, the down-conversion system 630 can convert the televisionprogramming content 210′ into converted television content 212′, withina predetermined frequency band, that is suitable for distributionthroughout the vehicle information system 300 without significant signaldegradation. The down-conversion system 630 can provide the convertedtelevision content 212′, along with the converted viewing content 212,to the universal receiver system 700. Stated somewhat differently, theconverted viewing content 212 includes the converted television content212′.

The universal receiver system 700 receives the converted viewing content212 and can select the appropriate portions of the converted viewingcontent 212 to be provided as the outputted viewing content 214 for eachoutput port 714 in the manner set forth above. For example, theinformation system controller 312 can provide receiver status andcontrol data 216 for configuring the universal receiver system 700 toprovide the converted television content 212′ as outputted televisioncontent 214′ on a selected output port 714, such as output port 714N, asillustrated in FIG. 6A. In accordance with the receiver status andcontrol data 216, the universal receiver system 700, upon receiving theconverted viewing content 212, selects the converted television content212′ from the converted viewing content 212, and provides the convertedtelevision content 212′ as outputted television content 214′ to theselected output port 714N. The output port 714N provides the outputtedtelevision content 214′ to the distribution system 330 for distributionthroughout the vehicle information system 300 in the manner set forthabove. The outputted television content 214′ thereby can be selected forpresentation and presented via the passenger interfaces 320.

A detail drawing of one illustrative embodiment of the universalentertainment system 100 is shown in FIG. 7 and will be discussed inconjunction with FIGS. 8A-B, 9A-C, 10A-B, and 11A-B. Turning to FIG. 7,the universal entertainment system 100 is configured for installationonboard an aircraft 420 (shown in FIG. 2B) and includes a universalantenna system 500, provided in the manner discussed above withreference to FIGS. 3 and 4A-B, for receiving viewing content 210, suchas television programming content 210′. As shown in FIG. 7, theuniversal antenna system 500 is shown as being disposed under, andprotected by, a radome 510. Preferably being adapted for installation onan exterior surface 440 (shown in FIG. 2B) of the fuselage 430 (shown inFIG. 2B) of the aircraft 420, the radome 510 is configured to provideaerodynamic protection for the antenna system 500 without impedingreceipt of the viewing content 210. Thereby, the radio-frequency (RF)performance of the universal antenna system 500 can be optimized.

Likewise being adapted for installation on the fuselage 430 of theaircraft 420, the universal antenna system 500 can include at least oneantenna element 520 for receiving the viewing content 210. Each antennaelement 520 can be provided as a conventional antenna element andpreferably comprises a high-gain, regional antenna element for receivingsignals comprising the viewing content 210 provided by the satellitecommunication system 250. Exemplary antenna elements 520 can comprise atleast one dish antenna, a frequency selective surfaces (FSS) antenna,and/or a phased array antenna, without limitation. If the vehicleinformation system 300 the vehicle information system 300 is installedon an aircraft 420 (shown in FIG. 2B), for example, the universalantenna system 500 can comprise a conventional airborne antenna system,such as the Airborne Antenna System Model No. FSS 2760 as manufacturedby Datron Advanced Technologies Inc., of Simi Valley, Calif. as shown inFIG. 8B. The universal antenna system 500 of FIG. 8B is illustrated ashaving a plurality of hemispherical lenses 525 and a feedstick assembly570. The feedstick assembly 570 travels over the exterior surface of thehemispherical lenses 525 and includes a plurality of sensors (not shown)for collecting the satellite signals focused by the hemispherical lenses525.

The viewing content 210 can be provided as a plurality of compositesignals 260 as shown in FIG. 8A. The composite signals 260 areillustrated as being a pair of oppositely-polarized signals 260A, 260B,which can be simultaneously received by the antenna element 520. Whenthe viewing content 210 comprises television programming content 210′,for example, the viewing content 210 can be provided as a pair ofoppositely-polarized direct broadcast satellite (DBS) signals within theKu-Band (10.7 GHz-12.75 GHz). The oppositely-polarized signals 260A,260B can be polarized in any conventional manner, including continuouslysteered linear (horizontal and vertical) polarization and/or circular(left-hand circular and right-hand circular) polarization. Preferably,the antenna element 520 can be controlled to selectably receiveoppositely-polarized signals 260A, 260B with a predetermined polarity.The antenna element 520 likewise can be controllable to selectablyreceive oppositely-polarized signals 260A, 260B within a predeterminedfrequency band.

The polarity and frequency band of the oppositely-polarized signals260A, 260B to be received by the antenna element 520 can be selected inany conventional manner, such as being software selectable and/orincluded with the antenna control data 290 provided by the antennacontrol system 610 of the antenna interface system 600. The antennacontrol system 610 can provide the antenna control data 290 in themanner set forth in more detail above with reference to FIGS. 6A-C. Forexample, the antenna control system 610 can provide the informationsystem controller 312 (shown in FIG. 7) with the vehicle position data292 via the antenna status and control data 218A, and the informationsystem controller 312 can compare the vehicle position data 292 with theappropriate contour boundary 222 (shown in FIG. 4) for the relevantsatellite communication system 250. The information system controller312 thereby can provide suitable antenna status and control data 218Afor configuring the universal antenna system 550 for receiving theoppositely-polarized signals 260A, 260B.

If the pair of oppositely-polarized are within the Ku-Band (10.7GHz-12.75 GHz), for example, the antenna element 520 can be configuredto receive oppositely-polarized signals 260A, 260B within a selectedfrequency sub-band within the Ku-Band. The Ku-Band can be divided intoany suitable number of frequency sub-band, each frequency sub-band havea predetermined frequency sub-band range. Illustrative frequencysub-bands within the Ku-Band can include a first frequency sub-band,such as between approximately 10.7 GHz and 11.7 GHz, and a secondfrequency sub-band, such as between approximately 11.7 GHz and 12.75GHz. By configuring the antenna element 520 to be controllable toreceive signals within a selected frequency band, the antenna element520 advantageously can operate with increased efficiency and can beprovided as a small, low-profile antenna element even in regions wherethe signals have low power levels.

Upon receiving can receive the viewing content 210, the antenna element520 can focus the received viewing content 210 via a conventional feedassembly (not shown). The universal antenna system 500 of FIG. 8Alikewise includes a preamplification system 530 for amplifying thereceived viewing content 210. If the viewing content 210 is provided asa pair of oppositely-polarized signals 260A, 260B as discussed above,the preamplification system 530 can include a pair of low-noiseamplifiers (LNAs) 530A, 530B for amplifying the pair ofoppositely-polarized signals 260A, 260B as illustrated in FIG. 8A. Thereceived viewing content 210 thereby is boosted for transmission,preferably via a low-loss cable system (not shown). The preamplificationsystem 530 provides the pair of amplified signals 262A, 262B to a vectormodulator assembly 540. Operating under the control of the antennacontrol system 610 of the antenna interface system 600, the vectormodulator assembly 540 provides amplitude and/or phase modulation forthe pair of amplified signals 262A, 262B. The pair of modulated,amplified signals 264A, 264B then is provided to the down-conversionsystem 630 via a rotary joint 550 for conversion into viewing content212 that is suitable for use with the vehicle information system 300 inthe manner discussed above with reference to FIG. 6A.

The vector modulator assembly 540 can be provided in any conventionalmanner and is reconfigurable to receive and, as desired, process thecomposite signals 260 having a selected polarity. In the manner setforth in more detail above with reference to FIGS. 6A-C, for example,the information system controller 312 can compare the vehicle positiondata 292 of the vehicle 400 with the appropriate contour boundary 222for the relevant satellite communication system 250 and thereby canprovide suitable antenna status and control data 218A for configuringthe vector modulator assembly 540 to receive and process the compositesignals 260. As illustrated in FIG. 8C, vector modulator assembly 540can include a switching system 542, a polarization system 544, and/or amultiplexer system 546. The switching system 542 can receive the pair ofamplified signals 262A, 262B from the preamplification system 530 andprocess the amplified signals 262A, 262B in accordance with the controldata 290 provided by the antenna control system 610. If the pair ofamplified signals 262A, 262B comprise linear polarized signals, such asa horizontally polarized signal 262H and a vertically polarized signal262V, the switching system 542 can provide the linear polarized signalsto the polarization system 544.

The polarization system 544 can be provided in any conventional manner,including as an electronic polarization system and/or a mechanicalpolarization system, and is configured to maintain the polarizationangle between the linear polarized signals 262H, 262V. Operating underthe control of the antenna control system 610, the polarization system544 can phase shift one of the linear polarized signals 262H, 262Vrelative to the other linear polarized signal 262H, 262V. Thepolarization system 544 thereby can help ensure that the linearpolarized signals 262H, 262V remain orthogonal to each other. Upon phaseshifting the linear polarized signals 262H, 262V, the polarizationsystem 544 can provide the phase-shifted linear polarized signals 262H,262V as orthogonal linear polarized signals 262H′, 262V′ to themultiplexer system 546 as shown in FIG. 8C.

The pair of amplified signals 262A, 262B likewise can be provided ascircular polarized signals. As illustrated in FIG. 8C, the pair ofamplified signals 262A, 262B include a left-hand circular polarizedsignal 262L and a right-hand circular polarized signal 262R, theswitching system 542 can provide the circular polarized signals 262L,262R to the polarization system 544. In accordance with the control data290, the switching system 542 can provide the circular polarized signals262L, 262R directly to the multiplexer system 546. The multiplexersystem 546 is shown as operating under the control of the antennacontrol system 610 and thereby can select the pair of orthogonal linearpolarized signals 262H′, 262V′ or the pair of circular polarized signals262L, 262R to provide to the down-conversion system 630 as the pair ofmodulated, amplified signals 264A, 264B.

The universal antenna system 500 likewise can include an antennasteering system 560 for directing (or orienting) the antenna elements520 toward the satellite communication system 250 regardless of theposition and/or orientation of the aircraft 420. Thereby, the universalantenna system 500 can maintain communication with the satellitecommunication system 250 in the manner set forth in more detail abovewith reference to FIG. 5. The universal antenna system 500 can include,for example, mechanically-steered antenna elements and/orelectronically-steered antenna elements such that the antenna steeringsystem 560 can be provided in any conventional manner. As desired, theantenna steering system 560 can be configured to independently directeach antenna element 520 and/or to jointly direct at least one group oftwo or more of the antenna elements 520. By independently directing oneor more antenna elements 520, the universal antenna system 500 can beconfigured to simultaneously communicate with one or more satellitecommunication system 250.

The antenna steering system 560 is illustrated in FIGS. 8B and 10A asincluding one or more motor systems. For example, the antenna steeringsystem 560 can include an azimuth motor system 560A for driving theazimuth of the universal antenna system 500 and/or an elevation motorsystem 560E for driving the elevation of the universal antenna system500. The antenna steering system 560 can include additional motorsystems, as desired, including a polarization motor system (not shown)for driving the polarization of the universal antenna system 500. Ifprovided as stepper motor systems, for example, the azimuth motor system560A can be provided as a National Electrical Manufacturers Association(NEMA) Size 23 high-torque stepper motor; whereas, an exemplaryelevation motor system 560E can include a NEMA Size 17 high-torquestepper motor.

As shown in FIGS. 8A and 10A, the antenna steering system 560 can becontrolled via the antenna control system 610 of the antenna interfacesystem 600. In the manner discussed above with reference to the antennacontrol data 290, the antenna control system 610 receives vehicleposition data 292 from a vehicle position system 620 and satelliteposition data 294 from the universal antenna system 500. The antennacontrol system 610 can compare the vehicle position data 292 and thesatellite position data 294 to provide the antenna control data 290,which is provided to the antenna steering system 560. As desired, theantenna control data 290 can include one or more control data componentsfor controlling the various motor systems of the antenna steering system560. The antenna control data 290 as illustrated in FIG. 10A, forexample, includes azimuth antenna control data 290A for controlling theazimuth motor system 560A and elevation antenna control data 290E forcontrolling the elevation motor system 560E. The antenna control system610 thereby can control the azimuth and elevation of the universalantenna system 500 such that the universal antenna system 500 isdirected toward, and maintains communication with, the satellitecommunication system 250 in the manner set forth in more detail above.

It will be appreciated that the antenna steering system 560 may requireinitial and/or periodic calibration for further assuring thatcommunication between the universal antenna system 500 and the satellitecommunication system 250 is maintained. Although the antenna steeringsystem 560 can be calibrated in any conventional manner, including viamanual calibration, the antenna steering system 560 preferably isautomatically calibrated. For example, when the vehicle informationsystem 300 is initialized, the absolute geographical position of theaircraft 420 and, therefore, the vehicle information system 300, can bedetermined by cycling each axis until a fixed position detection switch(not shown) is activated. The antenna control system 610 thereby canestablish a “zero-reference” position for the aircraft 420 and maintainthe current geographic position of the aircraft 420 by making discretepositional steps relative to the “zero-reference” position.

The antenna steering system 560 likewise can be calibrated by samplingthe viewing content 210 received via the satellite communication system250 at a plurality of different vehicle orientations as illustrated inFIGS. 9A-C. One or more selected signal characteristics, such as asignal strength, of the viewing content 210 can be determined for eachvehicle orientation. The viewing content 210 can be sampled and theselected signal characteristics can be determined for any suitablenumber of vehicle orientations. Preferably, the signal strength of theviewing content 210 is sampled from at least three vehicle orientations,each which are separated by an angular displacement at least ninetydegrees. For example, the antenna control system 610 can sample thesignal strength of the viewing content 210 with the aircraft 420pointing west, north, and south prior to travel.

FIG. 9A shows the vehicle information system 300 sampling the viewingcontent 210 received via a selected satellite communication system 250while the aircraft 420 is oriented in a first direction D1. The aircraft420 subsequently is oriented in a second direction D2, which comprisesan angular displacement of the aircraft 420 by a first predeterminedangle θ₁₂ from the first direction D1 as illustrated in FIG. 9B. Thevehicle information system 300 again samples the viewing content 210received via the selected satellite communication system 250 with theaircraft 420 oriented in the second direction D2. Thereafter, theaircraft 420 can be oriented in a third direction D3, which comprises anangular displacement of the aircraft 420 by a second predetermined angleθ₂₃ from the second direction D2 as shown in FIG. 9C, and the vehicleinformation system 300 can again sample the viewing content 210. It willbe appreciated that the predetermined angles θ₁₂, θ₂₃ between thesuccessive directions D1, D2, D3 can be uniform and/or different.

The viewing content 210 can be sampled for additional vehicleorientations, as desired. For each of the directions D1, D2, D3 of theaircraft 420, the selected signal characteristics of the viewing content210 are determined from the sampled viewing content 210. The antennacontrol system 610 thereby can provide one or more software offsetvalues representing the offset of the position of the satellitecommunication system 250 relative to the current geographical positionof the aircraft 420 and, therefore, the vehicle information system 300via closed-loop tracking. During subsequent travel, the antenna controlsystem 610 can maintain communication between the universal antennasystem 500 and the satellite communication system 250 by tracking thegeographical position of the aircraft 420 and applying the softwareoffset values.

In the manner discussed above with reference to FIGS. 5 and 6A-C, theantenna control system 610 can configure the universal antenna system500 for receiving the viewing content 210 from the satellitecommunication system 250. Turning to FIGS. 10A-B, the antenna controlsystem 610 is shown as providing antenna control data 290 and antennapower 298 to the universal antenna system 500. The antenna controlsystem 610 can communicate with the information system controller 312(shown in FIG. 7) to exchange the interface status and control data 218in any conventional manner, including via the wired and/or wirelessdistribution system 330. Preferably, the antenna control system 610 andthe information system controller 312 are coupled via at least oneserial communication connection, such as a serial communication link inaccordance with Electronic Industries Alliance (EIA) Standard RS-232and/or Electronic Industries Alliance (EIA) Standard RS-485, and/or anEthernet communication connection, including Fast Ethernet (such as100Base-SX and/or 100Base-T) and/or Gigabit (such as 1000Base-SX and/or1000Base-T) Ethernet. The antenna control system 610 thereby can receivethe antenna status and control data 218A, including the satelliteposition data 294, from the information system controller 312.

The antenna control system 610 likewise can communicate with the vehicleposition system 620 in any suitable manner to receive the vehicleposition data 292 in the manner set forth in more detail above. Theantenna control system 610 and the vehicle position system 620preferably communicate via an ARINC 429 bus as shown in FIG. 10A. Toconfigure the universal antenna system 500, the antenna control system610 can provide the antenna control data 290 to the universal antennasystem 500 in any conventional manner. The antenna control system 610preferably provides the antenna control data 290 to the universalantenna system 500 via at least one serial communication connection,such as a serial communication link in accordance with ElectronicIndustries Alliance (EIA) Standard RS-232 and/or Electronic IndustriesAlliance (EIA) Standard RS-485.

For example, the antenna control system 610 can provide positioningcontrol to the universal antenna system 500. When in a listening mode,the antenna control system 610 can convert the vehicle position data292, such as a geographical location and/or an attitude, for the vehicle400 (shown in FIGS. 2A-B) into azimuth antenna control data 290A and/orelevation antenna control data 290E based upon the satellite positiondata 294. In the manner discussed above, the antenna control system 610can receive the satellite position data 294 from the information systemcontroller 312 and/or the universal antenna system 500. As desired, theantenna control system 610 can receive input power 6181 and provide theantenna power 298 to the universal antenna system 500. The antennacontrol system 610 likewise can distribute power to other functionalcomponents, such as the down-conversion system 630, of the vehicleinformation system 300.

One preferred embodiment of the antenna control system 610 isillustrated in FIG. 10B. The antenna control system 610 is shown asincluding an axis control PCBA 612 for receiving the status and controldata 218, including the antenna status and control data 218A and/or thesatellite position data 294, from the information system controller 312(shown in FIG. 7). Operating under the control of a processing system614, the axis control PCBA 612 likewise can the control data 290,including the azimuth antenna control data 290A and/or elevation antennacontrol data 290E, to the universal antenna system 500. As desired, thestatus and control data 218 can include down-converter status andcontrol data 218D, which the axis control PCBA 612 can provide to thedown-conversion system 630. The processing system 614 can be provided inany conventional manner and preferably comprises a single-board computer(SBC) as shown in FIG. 10B. The antenna control system 610 further caninclude one or more interface cards for facilitation communicationbetween the antenna control system 610 and other functional components.As illustrated in FIG. 10B, for example, the antenna control system 610can be provided with an ARINC interface card 616 for coupling thevehicle position system 620 and the processing system 614.

Upon being directed toward, and/or configured to communication with, thesatellite communication system 250, the universal antenna system 500 canreceive the viewing content 210. In the manner discussed above withreference to the universal antenna system 500 (shown in FIG. 8A), theuniversal antenna system 500 can provide the viewing content 210 as apair of modulated, amplified signals 264A, 264B to the down-conversionsystem 630. The down-conversion system 630 thereby can convert the pairof modulated, amplified signals 264A, 264B into a pair of convertedsignals 266A, 266B suitable distribution throughout the vehicleinformation system 300. Stated somewhat differently, the down-conversionsystem 630 can convert (or frequency shift) the pair of high-frequencysignals 264A, 264B within the Ku-Band (10.7 GHz-12.75 GHz) into a pairof intermediate-frequency (or low-frequency) signals 266A, 266B within apredetermined intermediate-frequency (or low-frequency) band, such asthe L-Band (950 MHz-2150 MHz). When converted into theintermediate-frequency signals 266A, 266B, the viewing content 210 canbe distributed within the vehicle information system 300 withoutsignificant cable loss and/or signal degradation.

It will be appreciated that, due to the very high frequencies associatedwith the Ku-Band, distribution of the pair of signals 264A, 264B throughlong cabling (or fiber) systems (not shown) is not practical, even vialow-impedance coaxial cables. The down-conversion system 630 thereforeshould be disposed within a close proximity to the universal antennasystem 500, such as within approximately ten feet. By converting thepair of high-frequency signals 264A, 264B into the pair ofintermediate-frequency signals 266A, 266B, the intermediate-frequencysignals 266A, 266B can be distributed over longer distances via thecabling systems than can the pair of high-frequency signals 264A, 264B.Thus, the down-conversion system 630 converts the pair of high-frequencysignals 264A, 264B into the pair of intermediate-frequency signals 266A,266B, which are suitable distribution within the vehicle informationsystem 300.

The down-conversion system 630 can be provided in any conventionalmanner, such as via one or more down-converters, as desired. Preferably,the down-conversion system 630 comprises a configurable down-conversionsystem and operates directly and/or indirectly under the control of theinformation system controller 312 (shown in FIG. 7). An exemplarydown-conversion system 630 the low noise block down-converter assemblymanufactured as Model No. 43740-1 by Norsat International Inc., ofBurnaby, British Columbia, Canada. In the manner discussed in moredetail above with reference to the antenna control system 610, thedown-conversion system 630 can exchange interface status and controldata 218, such as the down-converter status and control data 218D, withthe information system controller 312. The down-conversion system 630can communicate with the information system controller 312 in anyconventional manner. For example, the down-conversion system 630 and theinformation system controller 312 can communicate via the distributionsystem 330 as shown in FIG. 5 and/or via the antenna control system 610as illustrated in FIG. 8A. Therefore, the information system controller312 and/or the antenna control system 610 can configure thedown-conversion system 630, as desired, to down-convert the pair ofhigh-frequency signals 264A, 264B.

The down-conversion system 630, for instance, can be configured toselectably down-convert (or frequency shift) the pair of high-frequencysignals 264A, 264B. In the manner set forth in more detail above withreference to the universal antenna system 500 (shown in FIGS. 8A-B), theuniversal antenna system 500 can be configured to operate in a selectedfrequency sub-band among a plurality of frequency sub-bands of apredetermined high-frequency band. For example, the Ku-Band (10.7GHz-12.75 GHz) can be divided into a plurality of frequency sub-bands,such as the first frequency sub-band (10.7 GHz and 11.7 GHz) and/or thesecond frequency sub-band (11.7 GHz and 12.75 GHz), as discussed abovewith reference to FIG. 8A. The down-conversion system 630 likewise canconvert the pair of high-frequency signals 264A, 264B into the pair ofintermediate-frequency signals 266A, 266B within a selected frequencysub-band among a plurality of frequency sub-bands of a predeterminedintermediate-frequency band.

When the predetermined intermediate-frequency band comprises the L-Band(950 MHz-2150 MHz), the L-Band can be divided into a plurality ofintermediate-frequency sub-bands. Illustrative intermediate-frequencysub-bands can include a first low frequency sub-band (950 MHz and 1950MHz) and/or a second low-frequency sub-band (1100 MHz and 2150 MHz).Therefore, the down-conversion system 630 can convert the pair ofhigh-frequency signals 264A, 264B in a predetermined high-frequencysub-band of the Ku-Band into the pair of intermediate-frequency signals266A, 266B within a corresponding low-frequency sub-band of the L-Band.An exemplary relationship between the pair of high-frequency signals264A, 264B and the pair of intermediate-frequency signals 266A, 266Bthat can be provided via the down-conversion system 630 is illustratedin Table 1 when the Ku-Band and the L-Band each are divided into twofrequency sub-bands. TABLE 1 Exemplary Down-Conversion fromHigh-Frequency Signals to Low-Frequency Signals Low-FrequencyHigh-Frequency Sub-Band Sub-Band Antenna Ku-Band 10.7 GHz to 11.7 GHz 11.7 GHz to 12.75 GHz Reception Down-Conversion 9.75 GHz 10.6 GHz LOFrequency L-Band Operation  950 MHz to 1950 MHz 1100 MHz to 2150 MHz

The selected frequency sub-band can be selected via the down-converterstatus and control data 218D in the manner set forth above. Thedown-conversion system 630 thereby can be configured to convert the pairof high-frequency signals 264A, 264B within the selected high-frequencysub-band within the Ku-Band into the pair of intermediate-frequencysignals 266A, 266B within an associated low-frequency sub-band withinthe L-Band. In the manner set forth in more detail above with referenceto FIGS. 6A-C, for example, the information system controller 312 cancompare the vehicle position data 292 of the vehicle 400 with theappropriate contour boundary 222 for the relevant satellitecommunication system 250 and thereby can provide suitable antenna statusand control data 218A for configuring the down-conversion system 630 toconvert the pair of high-frequency signals 264A, 264B in a suitablemanner. The down-conversion system 630 likewise can receive power 6180from the antenna control system 610 in the manner discussed above withreference to the antenna control system 610 (shown in FIGS. 10A-B). Inaddition, or alternatively, the down-conversion system 630 can derivepower from a direct current (DC) offset voltage, such as nineteen volts(19 VDC), that is supplied on the L-Band outputs. The universal receiversystem 700 (shown in FIG. 7) likewise can provide power thedown-conversion system 630 by driving the offset voltage on its L-Bandinput nodes.

The down-conversion system 630 likewise can include an amplificationsystem 632 for amplifying the pair of intermediate-frequency signals266A, 266B as shown in FIG. 10A. In the manner discussed in more detailabove with reference to the preamplification system 530 of the universalantenna system 500 (shown in FIG. 8A), the amplification system 632 caninclude a predetermined number of low-noise amplifiers (LNBs) 632A,632N. Each low-noise amplifier 632A, 632N can be provided in anyconventional manner and is configured to amplify one of theintermediate-frequency signals 266A, 266B. The pair ofintermediate-frequency signals 266A, 266B thereby can be boosted fortransmission to the universal receiver system 700.

Returning again to FIG. 7, the universal receiver system 700 isillustrated as receiving the pair of intermediate-frequency signals266A, 266B provided by the down-conversion system 630. Since the pair ofintermediate-frequency signals 266A, 266B can be distributed over longerdistances as discussed above, the universal receiver system 700 may beprovided at any suitable location on the vehicle 400 (shown in FIGS.2A-B), as desired. The universal receiver system 700 therefore can bedisposed adjacent to the antenna interface system 600 at a head-end ofthe vehicle 400 and/or distally from the antenna interface system 600 ata back-end (or tail-end) of the vehicle 400. For example, the universalreceiver system 700 can be disposed adjacent to the passenger seatgroups 360 (shown in FIG. 12), including within at least one handheldpresentation system 326 (shown in FIG. 12).

If disposed with the handheld presentation systems 326, the handheldpresentation systems 326 can be provided in the manner set forth in theabove-referenced co-pending U.S. patent application, entitled “PORTABLEMEDIA DEVICE AND METHOD FOR PRESENTING VIEWING CONTENT DURING TRAVEL,”Ser. No. 11/154,749, filed on Jun. 15, 2005. Each handheld presentationsystem 326 can be provided in any conventional manner, such as a laptopcomputer, a palmtop computer, and/or a personal digital assistant (PDA),and preferably comprises a wireless, hand-held television appliance. Thehandheld presentation systems 326 likewise can include at least onetelevision receiver system (not shown). Thereby, the handheldpresentation systems 326 can be configured to receive and, as desired,decode the pair of intermediate-frequency signals 266A, 266B provided bythe universal antenna system 500 via the antenna interface system 600.

The universal receiver system 700 is shown in FIGS. 7 and 11A-B asincluding a plurality of direct broadcast satellite (DBS) televisionreceiver (DTR) systems 710. Each DBS television receiver system 710 cansimultaneously receive and decode one or more DBS television channels,providing the decoded DBS television channels in any conventional audioand/or video format. For example, the DBS television receiver systems710 each can provide the decoded DBS television channels in an analogformat and/or a digital format. Illustrative analog audio and/or videoformats can include a National Television System Committee (NTSC)standard format, a Phase Alternating Line (PAL) standard format, and/ora Sequential Couleur Avec Memoire (or Sequential Colour with Memory)(SECAM) standard format; whereas, a Moving Picture Experts Group(MPEG-1, MPEG-2, MPEG-4) transport stream is an exemplary digital audioand/or video format. The decoded DBS television channels preferably aresuitable for distribution throughout the vehicle information system 300via a distribution system 330 and presentation via the passengerinterfaces 320 (shown in FIGS. 2A-B).

In a preferred embodiment, the universal receiver system 700 includesthree DBS television receiver systems 710, each being configured toprovide up to twelve or more DBS television channels. The architectureof the DBS television receiver systems 710 can be uniform and/ordifferent among the DBS television receiver systems 710, as desired. Asillustrated in FIG. 7, the universal receiver system 700 can provide theDBS television receiver systems 710 in a radio frequency (RF) chain.Comprising uniform DBS television receiver systems 710, each DBStelevision receiver system 710 is shown as including an intermediate(IF) multiplexer (and/or splitter) system 720, at least one DBS receivermodule (DRM) 730, at least one media encoder system 740, and an Ethernetswitch system 750. In the manner discussed above with reference to FIGS.6A-C, each DBS television receiver system 710 of the universal receiversystem 700 preferably operates under the control of the server system310, exchanging receiver status and control data 216 with theinformation system controller 312 via the distribution system 330. Forexample, the information system controller 312 can compare the vehicleposition data 292 of the vehicle 400 with the appropriate contourboundary 222 for the relevant satellite communication system 250 andthereby can provide suitable receiver status and control data 216 forconfiguring the universal receiver system 700 to receive and process theincoming pair of converted signals 266A, 266B, as desired.

Within each DBS television receiver system 710, the intermediatemultiplexer system 720 can receive the incoming pair of convertedsignals 266A, 266B and distribute the converted signals 266A, 266B amongthe associated DBS receiver modules 730, as desired, as individualL-band signals 268. Each DBS receiver module 730 receives the suitableindividual L-band signal 268 and selects an appropriate polarization,such as a vertical/right-had polarization and/or a horizontal/left-handpolarization, of the received L-band signal 268. The DBS receiver module730 can select the appropriate polarization of the received L-bandsignal 268 in any conventional manner, including via the application ofa signal, such as a direct current voltage, on a selection input port(not shown). Preferably, the direct current voltage can be applied tothe L-band signal 268 provided to the DBS receiver module 730. Asdesired, the intermediate multiplexer system 720 in the first DBStelevision receiver system 710′ in the radio frequency (RF) chain canprovide power 6180 (shown in FIG. 10A) to the down-conversion system 630in the manner set forth above with reference to FIGS. 10A-B.

If one or more of the DBS television receiver systems 710 in theuniversal receiver system 700 loses power or otherwise fails, theremaining DBS television receiver systems 710 preferably can continue tooperate normally. The intermediate multiplexer systems 720 can beprovided in a manner to facilitate the robustness of the universalreceiver system 700. For example, the intermediate multiplexer system720 in a failing DBS television receiver system 710 preferably can bedisabled (or powered down) by another DBS television receiver system710, which is downstream in the radio frequency (RF) chain from thefailing DBS television receiver system 710. The intermediate multiplexersystem 720 in the failing DBS television receiver system 710 likewisecan pass the incoming pair of converted signals 266A, 266B to thedownstream DBS television receiver systems 710. The downstream DBStelevision receiver systems 710 thereby can continue to function despitethe failing DBS television receiver system 710. Further, theintermediate multiplexer system 720 in the failing DBS televisionreceiver system 710 preferably continues to supply power to any upstreamDBS television receiver systems 710 and/or the down-conversion system630.

Preferably being provided as an equivalent to a television set-topconverter box, each DBS receiver module 730 receives the L-band signal268 from the intermediate multiplexer system 720. Upon receiving theL-band signal 268, the DBS receiver module 730 can decode the L-bandsignal 268 to provide a single channel 269 of direct broadcast satellite(DBS) programming. The DBS receiver module 730 likewise can provide ananalog audio and/or video outputs, such as analog stereo audio outputsand/or an NTSC (or PAL or SECAM) analog video output, as desired. EachDBS receiver module 730 can be electrically and/or mechanicallyconfigured for use as any conventional type of DBS receiver system,including as a custom DBS receiver system and/or as a commercialoff-the-shelf (or COTS) DBS receiver system. Preferably, each DBSreceiver module 730 is configurable to receive “free-to-air” (orunencrypted) content and/or premium (or encrypted) content. Since eachDBS television receiver system 710 can operate under the control of theserver system 310, reconfiguration of the DBS receiver module 730preferably is automatic and requires no (or limited) manualintervention.

Each DBS television receiver system 710 preferably includes one mediaencoder system 740 for each DBS receiver module 730. Each media encodersystem 740 can be provided in any conventional manner and can beconfigured to convert the analog audio and/or video outputs of theassociated DBS receiver module 730 into, for example, a multicastEthernet MPEG-2 transport stream suitable for distribution throughoutthe vehicle information system 300 via the distribution system 330. Asdesired, the encoder systems 740 can be configured to simultaneouslyprocess a plurality of video signals and/or a plurality of audio signalsand preferably can simultaneously process twelve video signals and twoaudio signals. The encoder systems 740 thereby can provide the outputtedtelevision content 214′ to the distribution system 330 in the mannerdiscussed in more detail above with reference to FIGS. 6A-C. Theoutputted television content 214′ thereby can be selected and presentedvia the passenger interfaces 320 (shown in FIGS. 2A-B).

Preferably, the DBS television receiver systems 710 are tuned toseparate television channels 270 (shown in FIGS. 13A-B) as provided bythe satellite communication system 250 as the viewing content 210 andcan simultaneously process the television channels 270. The DBStelevision receiver systems 710 can process the television channels 270in any conventional manner. For example, the DBS television receiversystems 710 can include quadrature phase shift keying (QPSK)demodulation systems 736 (shown in FIG. 11B) for demodulating thetelevision channels 270. The DBS television receiver systems 710likewise can provide forward error correction (FEC) to restore theintegrity of the television channels 270, as necessary, and can furtherconvert the symbols of the television channels 270 to video and/or audiosignals, as desired. The symbols of each television channel 270preferably can be converted directly to video signals, such as videosignals in a National Television System Committee (NTSC) standardformat, a Phase Alternating Line (PAL) standard format, and/or aSequential Couleur Avec Memoire (or Sequential Colour with Memory)(SECAM) standard format, and the associated stereo audio signals.

In the manner discussed above with reference to FIGS. 2A-B, thedistribution system 330 can include any conventional type of wiredand/or wireless distribution system. Exemplary wireless distributionsystems include wireless fidelity (Wi-Fi) networks in accordance withInstitute of Electrical and Electronics Engineers (IEEE) Standard 802.11and/or wireless metropolitan-area networks (MANs), which also are knownas WiMax Wireless Broadband, in accordance with IEEE Standard 802.16.Preferably being configured to support high data transfer rates, thedistribution system 330 preferably comprises a high-speed Ethernetnetwork, such as any type of Fast Ethernet (such as 100Base-SX and/or100Base-T) communication network and/or Gigabit (such as 1000Base-SXand/or 1000Base-T) Ethernet communication network. If provided as awired distribution system, the distribution system 330 can include oneor more copper connections and/or fiber optic connections, as desired.

Alternatively, and/or in addition, the universal receiver system 700 beprovided in a modular manner to further facilitate reconfiguration ofthe vehicle information system 300 for international (or multi-regional)usage. The universal receiver system 700 thereby can be reconfigured byreplacing one or more of the system modules, requiring minimal manualintervention. Turning to FIG. 11A, for example, the universal receiversystem 700 can be provided in the manner set forth above with referenceto FIG. 7 and is shown as including at least one DBS television receiversystem 710, comprising a plurality of replaceable receiver systemmodules 720, 730, 740, 760, and 770. As discussed above, theintermediate multiplexer module 720 can receive the incoming pair ofconverted signals 266A, 266B and distribute the converted signals 266A,266B among the associated DBS receiver modules 730; whereas, the DBSreceiver modules 710 can decode one or more DBS television channels andprovide the decoded DBS television channels. The media encoder module740 can convert the analog audio and/or video outputs of the associatedDBS receiver module 730 into the outputted television content 214′ fordistribution throughout the vehicle information system 300.

The DBS television receiver systems 710 of FIG. 11A likewise is shown asincluding a MDR host controller (MHC) module 760 for providing acommunication interface and controls for the receiver system modules720, 730, and 740 and a power supply card 770 for providing suitablepower to each receiver system module 720, 730, 740, and 760. Thereceiver system modules 720, 730, 740, 760, and 770 are removablecoupled with, and can communicate via, a backplane system 780 in theconventional manner. The backplane system 780 as shown in FIG. 11A caninclude the Ethernet switch system 750 and can communicate with theremainder of the vehicle information system 300 via an I/O system 790.Operating under the control of the MDR host controller (MHC) module 760,the Ethernet switch system 750 can provide intelligent routing andcontent control for the outputted television content 214′ via thedistribution system 330 to each passenger interface 320 (shown in FIGS.2A-B). Thereby, one or more of the receiver system modules 720, 730,740, 760, and 770 can be removed and/or replaced to reconfigure theuniversal receiver system 700 for regional use with minimal manualintervention.

FIG. 11B illustrates a preferred embodiment of the universal receiversystem 700, wherein the DBS television receiver systems 710 can supportboth “free-to-air” (or unencrypted) content and/or premium (orencrypted) content. Each DBS television receiver system 710 preferablyis configured to receive pair of converted signals 266A, 266B thatincludes digital video broadcasting (DVB) television programming content210′ (shown in FIG. 7) and can distribute at least one channel of thetelevision programming content 210′ as the outputted television content214′, having a single, fixed-bit rate MPEG-2 transport stream via thedistribution system 330. Since the bit rate of the televisionprogramming content 210′ provided by the satellite communication system250 (shown in FIG. 7) may be fixed and/or variable.

The bit rate of the distribution stream can be fixed and may be higheror lower than the bit rate of the original satellite broadcast, asdesired. Due to limitations on the distribution system 330, thedistribution bit rate typically is lower than the satellite broadcastbit rate. The low distribution bit rate in conventional vehicleinformation systems has prevented large numbers of television channelsfrom being made available to passengers. In contrast, the vehicleinformation system 300 advantageously reduces hardware, and thereforesystem weight, and can distribute an increased number of televisionchannels among the passenger interfaces 320 via the relatively lowbandwidth distribution system 330.

To distribute an increased number of television channels via therelatively low bandwidth distribution system 330, the architecture ofthe DBS receiver modules 730 is illustrated in FIG. 11B as including aradio frequency (RF) front end system, such as L-Band front end system732, and a digital video broadcasting (DVB) tuning system 738. TheL-Band front end systems 732 are configured to communicate with aprocessing system 742, such as one or more digital signal processors(DSPs) 744 and associated memory and logic 746, which, in turn, cancommunicate with the distribution system 330. Each L-Band front endsystem 732 likewise can communicate with a radio frequency (RF) tuningsystem, such as an L-Band tuning system 734, and a quadrature phaseshift keying (QPSK) demodulation system 736.

Each radio frequency (RF) front end system is configured to receive aquadrature phase shift keying (QPSK) modulated satellite transponder andto present the demodulated data, such as the single channel 269 ofdirect broadcast satellite (DBS) programming, as an MPEG-2 transportstream for transcoding by the processing system 742 of the media encodersystem 740. For each transponder, the processing system 742 can extracta single programming channel 269 from, for example, the incoming MPEG-2transport stream and can transcode it to an MPEG-2 transport stream ofthe outputted television content 214′ at the distribution bit rate. Theresulting MPEG-2 transport streams (one from each L-Band front endsystem 732) can be multiplexed into a composite MPEG-2 transport streamof outputted television content 214′. The composite MPEG-2 transportstream thereby can be distributed over the distribution system 330 tothe passenger interfaces 320.

The universal antenna system 500 and the universal receiver system 700are illustrated in FIG. 12 as being coupled with an illustrativedistribution system 330 for distributing the viewing content 210throughout a conventional vehicle information system 300 installed in avehicle 400. Thereby, viewing content 210, including the outputtedtelevision content 214′ provided by the universal antenna system 500 andthe universal receiver system 700, can be distributed to the passengerinterfaces 320 for presentation. As shown in FIG. 12, the outputtedtelevision content 214′ can be provided to the server system 310. Theserver system 310 can distribute the outputted television content 214′to a plurality of area distribution boxes (ADBs) 370 and, as desired,store the outputted television content 214′ via the media (or file)server system 314. The area distribution boxes 370 are distributedthroughout the vehicle 400 and are configured to communicate with aplurality of seat electronics boxes (SEBs) 380. The passenger interfaces320 can receive the outputted television content 214′ via an associatedseat electronics box 380. The outputted television content 214′ therebycan be selected and presented via the passenger interfaces 320 duringtravel, including international travel

Turning to FIGS. 13A-B, each satellite communication system 250 can beconfigured to provide viewing content 210 associated with a plurality oftelevision channels 270. Conventional satellite communication systems250 typically provide approximately one hundred and fifty televisionchannels 270 of television programming content 210′. The satellitecommunication system 250A of FIG. 13A, for example, is shown asproviding up to M channels 270A-M of television programming content210′; whereas, up to P channels 270A-P of television programming content210′ can be provided via the satellite communication system 250B of FIG.13B. When the vehicle 400 (shown in FIGS. 2A-B) is within the relevantcoverage region 220A, 220B (collectively shown in FIG. 1), the vehicleinformation system 300 can receive and selectively present thetelevision programming content 210′ from the associated satellitecommunication system 250A, 250B. Any viewing content 210 that is commonto the satellite communication systems 250A, 250B preferably ispresented via the same viewing channels 714 of the vehicle informationsystem 300.

As shown in FIG. 13A, for example, television programming content 210X′is provided via television channel 270A of the satellite communicationsystem 250A; whereas, television channels 270B, 270C of the satellitecommunication system 250A respectively provide television programmingcontent 210Y′, 210Z′. If the vehicle 400 is within the coverage region220A of the satellite communication system 250A, the vehicle informationsystem 300 can receive the television programming content 210X′, 210Y′,and 210Z′ in the manner set forth in more detail above. Upon receivingthe television programming content 210X′, 210Y′, and 210Z′, theuniversal antenna system 500 can provide the television programmingcontent 210X′, 210Y′, and 210Z′ to the universal receiver system 700.The universal receiver system 700 is illustrated as providing thetelevision programming content 210X′, 210Y′, and 210Z′ via viewingchannels 714B, 714N, AND 714I, respectively.

The television programming content 210X′, 210Y′, and 210Z′ likewise isillustrated in FIG. 13B as being available via the satellitecommunication system 250B. Stated somewhat differently, the televisionprogramming content 210X′, 210Y′, and 210Z′ is common to the satellitecommunication systems 250A, 250B. As shown in FIG. 13B, the televisionprogramming content 210X′ is provided via television channel 270J of thesatellite communication system 250B; whereas, television channels 270B,270P of the satellite communication system 250B respectively providetelevision programming content 210Y′, 210Z′. If the vehicle 400 iswithin the coverage region 220B (shown in FIG. 1) of the satellitecommunication system 250B, the vehicle information system 300 canreceive the television programming content 210X′, 210Y′, and 210Z′ inthe manner discussed above. Upon receiving the television programmingcontent 210X′, 210Y′, and 210Z′, the universal antenna system 500 canprovide the television programming content 210X′, 210Y′, and 210Z′ tothe universal receiver system 700. The universal receiver system 700 isillustrated as again providing the television programming content 210X′,210Y′, and 210Z′ via the viewing channels 714B, 714N, AND 714I,respectively.

Preferably, the database system 316 (shown in FIG. 7) includes a channellisting (or electronic program guide (EPG)) of the available televisionchannels 270 for each preselected satellite communication system 250.The MDR host controller (MHC) module 760 (shown in FIG. 11A), forexample, can receive the electronic program guide (EPG) data that isembedded in the viewing content 210 provided by the relevant satellitecommunication system 250 via the DBS television receiver systems 710,which can decode electronic program guide (EPG) data. As the vehicle 400approaches the coverage region 220B, the information system controller312 (shown in FIG. 7) therefore can access the channel listing from thedatabase system 316 and can provide appropriate receiver status andcontrol data 216 to instruct the universal receiver system 700. Theinformation system controller 312 thereby can configure the universalreceiver system 700 to select the common television programming content210X′, 210Y′, and 210Z′ for distribution throughout the vehicleinformation system 300. The universal receiver system 700 likewise canbe configured to distribute the common television programming content210X′, 210Y′, and 210Z′ via the viewing channels 714B, 714N, AND 714I,respectively. The transition between the coverage region 220A and thecoverage region 220B thereby can be conducted in a matter that istransparent to passengers traveling aboard the vehicle 400.

The information system controller 312 (shown in FIG. 7) (and/or the MDRhost controller (MHC) module 760 (shown in FIG. 11A)) preferably canautomatically control the routing and distribution of the televisionprogramming content 210′. Using the electronic program guide (EPG) datathat is provided by the relevant satellite communication system 250, theinformation system controller 312 can configure each DBS televisionreceiver system 710 (shown in FIG. 7) to provide the desired televisionprogramming content 210′ and can maintain an internal television channelmap (not shown). By maintaining the internal television channel map, theinformation system controller 312 can keep track of the televisionprogramming content 210′ that is available via the satellitecommunication system 250.

As discussed above, different satellite communication systems 250 canprovide the common television programming content 210X′, 210Y′, and210Z′, such as Cable News Network (CNN), via different satellitetransponder systems. Therefore, when providing antenna control data fordirecting the universal antenna system 500 toward a different satellitecommunication system 250, the information system controller 312 likewisecan provide updated television channel mapping data to each DBStelevision receiver system 710. The DBS television receiver systems 710thereby can provide the common television programming content 210X′,210Y′, and 210Z′ to the distribution system 330 for distributionthroughout the vehicle information system 300 with limited interruptionas the communications with the different satellite communication system250 are established. Each DBS television receiver system 710 preferablyincludes an automatic broadcast mapping function for updating theinternal television channel map.

In addition to (and/or as an alterative to) presenting the viewingcontent 210 (or the television programming content 210′), the vehicleinformation system 300 can be configured to present viewing contentindicia 280 via the passenger interfaces 320 as illustrated by FIG. 14.In the manner by set-top boxes (not shown) can present informationassociated with the viewing content 210 in residences (shown in FIG. 3),the passenger interfaces 320, such as seatback display systems 324, canpresent the viewing content indicia 280 associated with the viewingcontent 210 being presented. Illustrative viewing content indicia 280can include a channel number 280A, content source information 280B,and/or a viewing content description 280C of the viewing content 210.The viewing content indicia 280 can be selected for viewing via thepassenger interfaces 320.

Although shown as being presented via an upper portion of the seatbackdisplay system 324, it will be appreciated that the viewing contentindicia 280 can be presented in any suitable manner. As desired, theviewing content indicia 280 can be presented visually and/or orally viathe passenger interfaces 320. One or more messages 290 likewise can bepresented in the manner set forth above with reference to the viewingcontent indicia 280. The messages 290 can include information related tothe viewing content 210, such as a potential for a momentary disruptionin the viewing content 210 as the vehicle information system acquires adifferent satellite communication system 250 (shown in FIG. 3). Othermessages 290, including travel alerts from the vehicle crew and/orcommunications from other passengers aboard the vehicle 400, likewisecan be presented via the passenger interfaces 320. Exemplary travelalerts can include a “turbulence ahead” alert, a “prepare for landing”alert, and/or a “fasten seatbelts” alert, and preferably cannot bedisabled from presentation by the passenger.

The vehicle information system 300 likewise can be configured to receiveand selectably present advertising content 210″ as illustrated in FIG.15. The advertising content 210″ can be provided in any conventionalmanner, including in the manner set forth in more detail above withreference to the television content 210′ (shown in FIGS. 3 and 5), andcan be provided by one or more advertising content providers 230″. Asshown in FIG. 15, for example, the advertising content provider 230A″provide advertising content 210A′; whereas, advertising content 210B″,210C″ are respectively provided via advertising content providers 230B″,230C″. The advertising content 210A″, 210B″, and 210C″ is illustrated asbeing provided to a terrestrial central advertising content serversystem 238, which can provide the advertising content 210A″, 210B″, and210C″ as the advertising content 210″ to the vehicle information system300. In the manner discussed above, the central advertising contentserver system 238 can provide the advertising content 210″ to an uplinksystem 236 for distribution via at least one satellite communicationsystem 250.

Upon receiving the advertising content 210″, the vehicle informationsystem 300 can distribute the received advertising content 210″ in themanner set forth above with reference to the viewing content 210 (and/orthe television content 210′). As desired, the server system 310 of thevehicle information system 300 can include a selected media (or file)server system 314, or advertisement server system 318, for storing thereceived advertising content 210″. The received advertising content 210″can be presented in the manner set forth in more detail above withreference to the viewing content 210 (and/or the television programmingcontent 210′ (shown in FIG. 3)) and/or as discussed with regard to themessages 290 (and/or the viewing content indicia 280). Since thetelevision programming content 210′ typically includes recurring timeslots for transmitted advertising content, the vehicle informationsystem 300 can include selected advertising content 210″ in thetelevision programming content 210′, substituting the selectedadvertising content 210″ for the transmitted advertising content, asdesired.

The advertising content 210″, in a preferred embodiment, can includepassenger-directed advertising content such as directed advertisingcontent conventionally used in association with the Internet. Statedsomewhat differently, the advertising content 210″ can be distributed tothe passenger interfaces 320 in a dynamic manner. The vehicleinformation system 300 thereby can select advertising content 210″ thatis suitable for presentation by each individual passenger interface 320such that the selected advertising content 210″ is more likely to berelevant to the passenger who is using the passenger interface 320. Forexample, the vehicle information system 300 can select advertisingcontent 210″ for presentation via the particular passenger interface 320based upon the usage of the particular passenger interface 320. Theusage of each passenger interface 320 can be associated with one or moreselections, such as selections of viewing content 210, made by therelevant passenger. Thereby, each passenger interface 320 can presentthe select advertising content 210″ that is more likely to be relevantto the interests of the associated passenger.

The invention is susceptible to various modifications and alternativeforms, and specific examples thereof have been shown by way of examplein the drawings and are herein described in detail. It should beunderstood, however, that the invention is not to be limited to theparticular forms or methods disclosed, but to the contrary, theinvention is to cover all modifications, equivalents, and alternatives.

1. An information system suitable for presenting selected viewingcontent provided via a predetermined satellite communication system,comprising: a universal antenna system for receiving viewing contentfrom the predetermined satellite communication system in response toantenna configuration data and having an antenna steering system fordirecting said universal antenna system toward the predeterminedsatellite communication system in response to antenna positioning data;an antenna control system for providing said antenna positioning databased upon a comparison of a position of the information system with aposition of the predetermined satellite communication system; auniversal receiver system for receiving the viewing content from saiduniversal antenna system and processing the viewing content to providethe selected viewing content for presentation in response to receiverconfiguration data; and a system controller for providing said antennaconfiguration data and said receiver configuration data each being basedupon a comparison of said position of the information system withcoverage region data for the predetermined satellite communicationsystem.
 2. The information system of claim 1, wherein said systemcontroller provides said antenna configuration data to said universalantenna system as the information system approaches a coverage regionassociated with the predetermined satellite communication system.
 3. Theinformation system of claim 1, wherein said antenna configuration dataconfigures said universal antenna system to receive the viewing contentwith at least one predetermined reception characteristic.
 4. Theinformation system of claim 3, wherein said at least one predeterminedreception characteristic is selected from the group consisting of asignal frequency range and a signal polarization.
 5. The informationsystem of claim 1, wherein said antenna control system continuouslyprovides said antenna positioning data to said universal antenna system.6. The information system of claim 1, wherein said system controllerprovides said antenna positioning data to said universal antenna systemas the information system approaches a coverage region associated withthe predetermined satellite communication system.
 7. The informationsystem of claim 1, wherein said antenna control system includes aposition system for providing said position of the information system.8. The information system of claim 7, wherein said position system isselected from the group consisting of a Global Positioning Satellite(GPS) system and an Inertial Reference System (IRS).
 9. The informationsystem of claim 1, wherein said antenna control system receives saidposition of the predetermined satellite communication system from saidsystem controller.
 10. The information system of claim 1, wherein saidantenna control system includes a predictive algorithm for maintaining apointing accuracy of said universal antenna system.
 11. The informationsystem of claim 10, wherein said predictive algorithm comprises asecond-order predictive algorithm for directing said universal antennasystem toward the predetermined satellite communication system basedupon rate of position change data when the information systemexperiences a high rate of turn.
 12. The information system of claim 1,wherein said system controller provides said receiver configuration datato said universal receiver system as the information system approaches acoverage region associated with the predetermined satellitecommunication system.
 13. The information system of claim 1, whereinsaid system controller includes a database system for storinginformation regarding the predetermined satellite communication system.14. The information system of claim 13, wherein said database systemstores information regarding a plurality of satellite communicationsystems.
 15. The information system of claim 13, wherein said databasesystem includes information regarding the predetermined satellitecommunication system selected from the group consisting of the satelliteposition data, coverage region data, contour boundary data, transponderfrequency data, signal polarization data, symbol rate data, videoprogram identification (PID) data, audio program identification (PID)data, electronic program guide (EPG) data, forward error correction(FEC) data, and Program Clock Reference PID (PCR-PID) data.
 16. Theinformation system of claim 13, wherein said database system includescontour boundary data regarding the predetermined satellitecommunication system based upon a preselected signal strength.
 17. Theinformation system of claim 16, wherein said preselected signal strengthof said contour boundary data is −48 dBW.
 18. The information system ofclaim 1, further comprising a down-conversion system for converting theviewing content provided by said universal receiver system intoconverted viewing content having an intermediate frequency, saiddown-conversion system providing the converted viewing content to saiduniversal receiver system for processing into the selected viewingcontent.
 19. The information system of claim 18, wherein saiddown-conversion system converts the viewing content into the convertedviewing content in response to interface control data provided by saidsystem controller based upon said comparison of said position of theinformation system with said coverage region data for the predeterminedsatellite communication system.
 20. The information system of claim 19,wherein said system controller provides said interface control data tosaid down-conversion system as the information system approaches acoverage region associated with the predetermined satellitecommunication system.
 21. The information system of claim 1, whereinsaid universal receiver system provides the selected viewing content toa distribution system.
 22. The information system of claim 1, whereinthe information system is disposed aboard a vehicle.
 23. A vehicleinformation system for installation aboard a passenger vehicle and forpresenting selected viewing content provided via a predeterminedsatellite communication system, comprising: a vehicle position systemfor providing a vehicle position of the vehicle; a universal antennasystem for receiving viewing content from the predetermined satellitecommunication system in response to antenna configuration data andhaving an antenna steering system for directing said universal antennasystem toward the predetermined satellite communication system inresponse to antenna positioning data; an antenna control system forproviding said antenna positioning data based upon a comparison of saidvehicle position with a position of the predetermined satellitecommunication system; a down-conversion system for converting theviewing content provided by said universal receiver system intoconverted viewing content having an intermediate frequency in responseto interface control data; a universal receiver system for receiving theconverted viewing content from said down-conversion system andprocessing the converted viewing content to provide the selected viewingcontent in response to receiver configuration data; a distributionsystem for distributing the selected viewing content throughout thevehicle information system; a passenger interface for presenting theselected viewing content distributed via the distribution system; and asystem controller for providing said antenna configuration data and saidreceiver configuration data and having a database system for providingcoverage region data for a plurality of satellite communication systems,said antenna configuration data and said receiver configuration dataeach being based upon a comparison of said vehicle position with thecoverage region data for the predetermined satellite communicationsystem.
 24. The vehicle information system of claim 23, wherein thevehicle information system is disposed aboard an airplane.
 25. Thevehicle information system of claim 23, wherein said distribution systemcomprises a wired distribution system.
 26. The vehicle informationsystem of claim 25, wherein said wired distribution system supportswired communications having a protocol type selected from the group ofprotocol standards consisting of Ethernet, Fast Ethernet, and GigabitEthernet.
 27. The vehicle information system of claim 23, wherein saiddistribution system comprises a wireless distribution system.
 28. Thevehicle information system of claim 27, wherein said wirelessdistribution system supports wireless communications having a protocoltype selected from the group of protocol standards consisting ofBluetooth, wireless fidelity (Wi-Fi), Ultra-Wideband (UWB), and IEEE802.11.
 29. The vehicle information system of claim 23, wherein saidpassenger interface includes at least one video display system selectedfrom the group consisting of an overhead cabin display system, aseatback display system, and a handheld presentation system.
 30. Thevehicle information system of claim 23, wherein said passenger interfaceincludes at least one audio presentation system selected from the groupconsisting of an overhead speaker system, headphones, and a handheldpresentation system.
 31. An aircraft, comprising: a fuselage and aplurality of passengers seat arranged within the fuselage; and a vehicleinformation system for presenting selected viewing content provided viaa predetermined satellite communication system, said vehicle informationsystem coupled with said fuselage and comprising: a vehicle positionsystem for providing a vehicle position of the vehicle; a universalantenna system for receiving viewing -content from the predeterminedsatellite communication system in response to antenna configuration dataand having an antenna steering system for directing said universalantenna system toward the predetermined satellite communication systemin response to antenna positioning data; an antenna control system forproviding said antenna positioning data based upon a comparison of saidvehicle position with a position of the predetermined satellitecommunication system; a down-conversion system for converting theviewing content provided by said universal receiver system intoconverted viewing content having an intermediate frequency in responseto interface control data; a universal receiver system for receiving theconverted viewing content from said down-conversion system andprocessing the converted viewing content to provide the selected viewingcontent in response to receiver configuration data; a passengerinterface for presenting the selected viewing content distributed via adistribution system; and a system controller for providing said antennaconfiguration data and said receiver configuration data and having adatabase system for providing coverage region data for a plurality ofsatellite communication systems, said antenna configuration data andsaid receiver configuration data each being based upon a comparison ofsaid vehicle position with the coverage region data for thepredetermined satellite communication system.
 32. A method forpresenting selected viewing content provided via a predeterminedsatellite communication system, comprising: providing an informationsystem having a universal antenna system and a universal receiversystem; determining a position of said information system; comparingsaid position of said information system with a position of thepredetermined satellite communication system to provide antennapositioning data; comparing said position of said information systemwith coverage region data for the predetermined satellite communicationsystem to provide antenna configuration data and receiver configurationdata; directing said universal antenna system toward the predeterminedsatellite communication system in response to said antenna positioningdata; configuring said universal antenna system to receive viewingcontent from the predetermined satellite communication system inresponse to said antenna configuration data; configuring said universalreceiver system to process the received viewing content in response tosaid receiver configuration data; receiving the viewing content via saiduniversal antenna system; processing the received viewing content viasaid universal receiver system; and providing the selected viewingcontent for presentation.
 33. The method of claim 32, wherein saiddirecting said universal antenna system comprises directing saiduniversal antenna system as said universal antenna system approaches acoverage region associated with the predetermined satellitecommunication system.
 34. The method of claim 32, wherein saidconfiguring said universal antenna system includes configuring saiduniversal antenna system to receive the viewing content with at leastone predetermined reception characteristic.
 35. The method of claim 34,wherein said configuring said universal antenna system includesconfiguring said universal antenna system to receive the viewing contentwith said at least one predetermined reception characteristic beingselected from the group consisting of a signal frequency range and asignal polarization.
 36. The method of claim 32, wherein saidpositioning said universal antenna system includes continuouslyproviding said antenna positioning data to said universal antenna systemand continuously positioning said universal antenna system.
 37. Themethod of claim 32, wherein said positioning said universal antennasystem includes providing said antenna positioning data to saiduniversal antenna system as said universal antenna system approaches acoverage region associated with the predetermined satellitecommunication system.
 38. The method of claim 32, wherein saidpositioning said universal antenna system includes maintaining apointing accuracy of said universal antenna system via a predictivealgorithm.
 39. The method of claim 38, wherein said maintaining saidpointing accuracy of said universal antenna system includes maintainingsaid pointing accuracy of said universal antenna system via asecond-order predictive algorithm for directing said universal antennasystem toward the predetermined satellite communication system basedupon rate of position change data when said universal antenna systemexperiences a high rate of turn.
 40. The method of claim 32, whereinsaid configuring said universal receiver system includes configuringsaid universal receiver system to process the received viewing contentas said universal receiver system approaches a coverage regionassociated with the predetermined satellite communication system. 41.The method of claim 32, further comprising converting the receivedviewing content into converted viewing content having an intermediatefrequency and providing the converted viewing content to said universalreceiver system for processing into the selected viewing content. 42.The method of claim 41, wherein said converting the received viewingcontent includes converting the received viewing content in response tosaid antenna configuration data.
 43. The method of claim 32, furthercomprising distributing the selected viewing content to at least onepassenger interface.
 44. The method of claim 32, wherein said providingsaid universal antenna system and said universal receiver systemincludes disposing said universal antenna system and said universalreceiver system aboard a vehicle.
 45. The method of claim 32, furthercomprising calibrating said universal antenna system.
 46. The method ofclaim 45, wherein said calibrating said universal antenna systemcomprises automatically calibrating said universal antenna system. 47.The method of claim 45, wherein said calibrating said universal antennasystem includes sampling the viewing content received from thepredetermined satellite communication system at a plurality of differentorientations of said universal antenna system.
 48. The method of claim47, wherein said calibrating said universal antenna system includessampling the viewing content at three different orientations of saiduniversal antenna system.
 49. The method of claim 47, wherein saidcalibrating said universal antenna system includes sampling the viewingcontent at said different orientations, which are separated by anangular displacement at least ninety degrees.
 50. The method of claim47, wherein said calibrating said universal antenna system includesmeasuring a signal strength of the viewing content at each of saidorientations of said universal antenna system.